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Volvo Cars, Plug-In Hybrid Concept Development

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Volvo Cars, Plug-In Hybrid Concept Development Volvo Cars, Plug-In Hybrid Concept Development The background of V60 Plug-In Hybrid Concept as presented internally at Volvo Car Corporation in May 2008 Klas Niste Project leader for Advanced Project for HEV/PHEV 2006-2009 Volvo Car Corporation Research & Development Director, Vehicle Concept Engineering and Electrification Strategy Why Hybrids & Electrification? And Why Now? (2008) Global Warming Energy Security • climate change • fuel availability • delivery conditions • Political and market forces limiting CO2 emissions and usage of fossil fuels • Electricity as a main track for cars and light trucks - Efficiency - Infrastructure and conversion flexibility • Volvo need to come out of this as a winner Choice of Electrification Level Electrification levels (electric power, battery power/energy, functionality etc) Conventional vehicle w/ added electrification BEV w/ added aux power device Stop/ Mild HEV Medium Full Plug-In BEV BEV start HEV HEV HEV + Range Extender HEV-98 -1996, 850 Desiree- 2000, V40 ISG -2001 Volvo S40/V50 (S80 mules) Plug-in hybrid, series Full hybrid, powersplit, 3-cyl petrol Mild hybrid, parallel, 4-cyl petrol 3-cyl petrol ~Toyota, Lexus, Ford ~Honda ~GM Volt Choice of Hybrid Transmission Layout POWERSPLIT SERIES PARALLEL (basic single mode) (Range Extender) (several options) Combustion engine power The electrical motor propels Combustion engine and transfer to the wheels both the wheels. electrical motor can propel the mechanically (~2/3) and The combustion engine feeds wheels either separately or in electrically (~1/3). energy to the electric combination. propulsion or the battery. Toyota, Lexus, Ford GM Volt ISAC ISAC HVG GENERATOR GENERATOR Engine Engine MOTOR Trans Engine Trans Engine Modified Transmission ERAD MOTOR MOTOR VCC PREFERRED LAYOUT: • Cycle & Real world efficiency • Performance • Base P/T installation flexibility • Commonality/volume flexibility w/ base during change over Battery TechnologyHybrid Battery Development, Technology Comparison from NiHM to Li-Ion 3500 Hitachi Li-Ion HEV LiLi-Ion-Ion HEV HEV 3000 Sanyo Li-Ion HEV LG Li-Ion HEV Samsung Li-Ion HEV 2500 AESC Li-Ion HEV Toyota Li-Ion HEV GYC Li-Ion HEV Sanyo Li-Ion PHEV 2000 JCS Li-Ion HEV LG Li-Ion PHEV Sanyo NiMH HEV 1500 NiMH HEV PEVE NiMH HEV Li-IonLi-Ion PHEV PHEV Specific Power (W/kg) Power Specific NIMH HEV 1000 JCS NiMH HEV JCS Li-Ion PHEV 500 Kokam Li-Ion PHEV 0 0 20 40 60 80 100 120 140 160 SpecificSpecific Energy Energy [Wh/kg] (Wh/kg) Even Li-Ion battery systems are critical for package in existing and future platforms Decision History Q1 2006: - Full HEV - Parallell - Diesel - – Top of the line power position Q4 2008: - Plug-In HEV - Parallell - Diesel - V60 – Top of the line power position Plug-in Hybrid Base Concept Regenerative Brakes HV Battery & On-board Charger Blending friction and electric braking Energy storage, Power buffer 11,2kWh nominal, 8kWh usable 60kW peak, 20kW continous 400V nominal Electric A/C HV Battery ERAD (Electric Rear Axel Drive) HVG -> C-ISG Electric drive, electric boost, brake energy regeneration and el. AWD 50kW/200Nm peak 20kW 80Nm continous Belt-ISG (Integrated Starter Generator) Warm starts stop/start function Supports el. loads, el. A/C and el. AWD Complete Vehicle Controls 7,5kW continous, 11kW peak Updated controls architecture for HEV, conv. Incl S/S (and BEV) Other systems Low temp cooling circuit for ERAD HV Battery cooling system PHEV systems On Board Charger AC plug High-voltage Traction battery Control unit Electric motor Combustion engine P/T HV Generator Issue date: Charging the Traction Battery from 230V/10A-16A grid On Board Charger AC plug High-voltage Traction battery Climate Control unit Combustion Electric motor engine P/T HV Generator Charging Disconnect cable Issue date: Driving PHEV on charged electrical energy(Charge depletion mode) On Board Charger High-voltage battery SOC Climate 100 % Control unit Combustion Electric motor engine P/T 30 % 0 % HV Generator time EV drive Parallel Issue date: Driving PHEV on fuel energy (Charge sustaining mode) On Board Charger High-voltage SOC battery Climate 100 % Control unit Combustion Electric motor engine P/T 30 % 0 % HV Generator time Drive Limited EV drive Parallel Brake Issue date: AWD traction support On Board Charger High-voltage battery Climate Control unit Combustion Electric motor Press button engine P/T AWD HV Generator AWD drive Issue date: PHEV Challenge – Multiple dependant solutions to be found Assumption 1 E-Drive performance Practical e-Drive Acceleration requirements B1 V/ A1 kW => 21 V/ A2 kW PHEV Electric traction needs for EuCD + 90 Acceleration levels to be able to follow the traffic flow 80 70 60 E-Drive performance 0,6m/s2 50 2m/s2 SUV ~ A1 kW(peak el) 40 Assumption 2 30 Car ~ A2 kW(peak el) Traction Power [kW] 20 0m/s2 CO2 target assumption 10 (Constant speed) < 50g 0 0 20 40 60 80 100 120 Cumulative Customer driving pattern Vehicle speed [km/h] Population [%] (distance/day) 100 Base vehicle CO2 90 PHEV CO JapanJapan 2 80 EU US Eu regulation (Eu) 70 US 60 Assumption 3 50 Practical e-Range assumption NEDC e-Range 40 25-50km for all vehicles 30 needed 20 SUV ~ Z1 km 10 Car ~ Z2 km 0 km 0 25 50 75 100 125 150 175 200 225 250 N:o battery cells energy-Voltage Battery energy needed for 50km NEDC e-Range SUV X1 Wh/km -> X2 kWh usable-> X2 kWh nom Car Y1 Wh/km -> Y2 kWh usable-> Y3 kWh nomY Battery vehicle installation, packaging & weight SUV ~ max W1 kWh nom Energy optimised Li-Ion Battery Technology Car ~ max W2 kWh nom Available from suppliers starting ~ 2009 e-Range Dimensioning vs. Customer Driving Patterns (Source VMCC) Cumulative Population [%] 100 90 Japa n EUJapan 80 USEu 70 US 60 50 40 30 20 10 0 0 25 50 75 100 125 150 175 200 225 250 Daily Driving Distance [km] e-Range of 25 - 50km seems to be close to an optimum where more than 1/2 - 2/3 of the customer needs are met with a minimum battery size/cost. Charging twice a day will double the practical e-Range. Certified Average Fuel Consumption vs. Driving Distance [NEDC] as a function of charging (~10-30°C, 50km e-Range) [% of ref] NEDC 1,0 Stop/start vehicle= Ref 0,85 PHEV not charged PHEV 1 charging PHEV certification 0,3 PHEV 2:nd charging after 50 + 25km Corresponding to certification process assumptions. Average Fuel Fuel Consumption Average [km, NEDC] 50 100 150 200 Driving distance De= 50km Dav = 25km 75km = Total driving distance corresponding to certification process assumptions (at De = 50km) Max Acceleration Performance Comparison (V60 PHEV data is estimated) Combined > 200kW and 500-700Nm as a function of gear selection at low rpm PHEV has potential to replace todays top of the line petrol performance offers! Competition (Europe) and Window of Opportunity: 20082008 20092009 20102010 20112011 20122012 2013/laterpost 2012 C-sized S 400 E 300 Bluetec, X 5, Diesel Mild HEV Petrol Petrol Diesel 7 series S 300 Bluetec, CR Medium HEV Petrol Diesel Jetta C 300 Bluetec, S 400 Bluetec, ML 450, Petrol A4 Full HEV Already available: Diesel Diesel RX, Petrol Touareg, Petrol Q7 petrol X1 / X3 GS, Petrol LS, Petrol till 2020: all X6, Petrol Cayenne, Petrol Panamera, Petrol models with hybrid technology Prius, Prius Next Full HEV Infiniti 9-X Petrol Generation, Petrol Civic, n.s., Petrol Hypos, diesel Petrol Rio, Petrol Prologue, diesel Golf, Diesel Fleet Golf, Diesel Golf, Diesel Accent, Petrol Trial Small series 2015 Series Prius 2 PHV Flextreme, Prius 2 PHV Volt, Petrol Plug-In Plug-in HEV Fleet Trial Diesel City ? A1 Up BEV Kango, Megane REVAi Mini A-Class e 500 Denmark only! Limited Numbers BEV Roadster Polo Cube = deleted or postponed i MiEV Ze-O Test stage Status: Nov 04, 2008 • There is an opportunity for Volvo leadership in Europe (US) with a larger diesel based PHEV vehicle! • The V60 PHEV vehicle will have great performance and ability for almost zero fossil fuel consumption, certified below 2l/100km. Thank You! .
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